330:
process. In
Pioneer Flight operations, the local government requires the operator to hire local businesses/human resources in the operation, such as for the ticket agents, suppliers, etc. Dirgantara Air Service Area Manager in Samarinda mentioned that in many cases, the local personnel are not qualified or do not have the right to work in airline operation, but have to be hired anyway. This might influence the safety level of the operation. The investigation found that there were two load manifests. The original manifest, obtained by the police at Tenggarong District and was suspected to be from Datah Dawai, listed seven adults, one child, and one infant with several items of baggage. The second manifest, numbered 012905, is suspected to have been made in Samarinda. The number on the top right of the document is pasted over, obviously to cover the document's real number. The manifest stated that there were eight adults, two children, and two infants aboard the aircraft and no baggage. This is a gross violation of aviation safety procedures that can be classified as willful misconduct if not considered as criminal act.
317:
Flight 3130 was overloaded. An interview with
Captain Abdul revealed that he had a habit of taking off from Datah Dawai at 70 knots, faster than the aircraft recommended take-off speed of 55–60 knots. He mentioned that doing so would improve his obstacle-clearance performance. The mindset/perception Captain Abdul received is incorrect, as because if the aircraft took off at 70 knots, the distance between the aircraft and the obstacles (high ground and trees) became smaller. Because the distance between the aircraft and the obstacles became smaller, the aircraft should climb at a higher climb rate. Because it was overloaded, the aircraft did climb, but its speed would decrease. After clearing the obstacle, the aircraft would have lost so much speed that it could no longer gain any height. This combination caused Flight 3130 to stall.
313:, engine failure, or both. Noticing that the aircraft didn't gain height, Captain Abdul decided to turn back to the airport and rolled the aircraft to the left in order to avoid high trees. This maneuver, turning back to the airport by veering to the left, was not based on published procedures or visual track charts, as there were not available for departures from runway 02. The investigation also did not find any published information on emergency return-to-base maneuvers. Realizing that the aircraft continued to lose altitude, Captain Abdul prepared for an emergency landing. There was literally no time to conduct a proper emergency procedure, as the aircraft continued to fall with a sharp nose-down pitch.
300:
segment climb). The aircraft should be able to reach 500 ft at 1.261 meters range (second segment climb). This performance capability will assure a safe clearance from existing obstacles. Using a linearized performance model, applying the actual weight of 6.572 lbs, the net gradient climb was calculated to be 12.6%. A correction factor applied to the linearized model resulting in an estimated climb gradient of 11%. With this climb gradient the aircraft can only reach 176 ft at 533.3m range, instead of the required 200 ft. At 176 ft above airport ground level, the aircraft height above the top of the trees was 11 ft (marginal).
355:
forced the aircraft to climb and pitched higher, while the plane was overloaded due to
Captain Abdul and the ground crews that let more passengers loaded into the aircraft than the number of seats available. This overloading was caused due to miscalculation of the overall weight, accepting passengers' bribe, and the absence of supervision system that would prevent such practice. As the aircraft climbed with a higher climb rate, the speed of the aircraft began to drop. By the time Flight 3130 had cleared from its obstacle, it had lost too much speed. The aircraft lost its altitude and crashed onto the forest.
279:
228:
crew of the aircraft, identified as
Captain Abdul Hayi, had to be transported to Jakarta due to broken legs. The injured were taken to local hospital and the Wahab Sjachrani Civic Hospital in Samarinda. The aircraft was a total loss, with the front section of the aircraft "totally wrecked". The rudder and the vertical stabilizers were found 7 meters from the main wreckage. The fuselage was crushed and bent severely. Passengers and crews initially trapped inside the wreckage. The seats inside the aircraft had to thrown out from the aircraft in order to evacuate the survivors.
267:
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Airport elevation, which is 650 ft) is 6.300 lbs or 2.860 kg. The aircraft takeoff weight at Datah Dawai was 6.572 kilograms, exceeded manufacturer maximum takeoff weight by 272 lbs or 4.32%. However, Dirgantara Air
Service argued from the manual that the maximum takeoff weight is 6.600 lbs. The center of gravity calculated is still inside the moment flight envelope, but close to the aft limit of the envelope. The aircraft takeoff trim was set to near −1, meaning that the center of gravity was slightly aft.
224:
the first tree and started to veering to the left. It then hit another tree and began zigzagging. The aircraft then contacted the third tree and started to lose control. The landing gear then struck the last contacted tree and then it crashed upside down onto the forest floor. Both wings were ripped off from the fuselage, with fuels leaking from the right wing tip. This created a dangerous post-impact fire risk, as the soil type in Borneo was often flammable.
29:
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pedestal were bent to the left due to impact from the right side. It is possible that
Captain Abdul may not have time to perform a proper engine shutdown procedure. This, and the fact that the settings for both engines were the same indicate that a single engine failure did not occur. One sparkplugs from each cylinder was examined. The plugs were dry and clean indicating there were no signs of combustion failure.
253:
runway 02. A significant obstacle is the hilly forest in the northerly direction of the extension of runway 02. The first obstacle is about 200 feet high above runway elevation located about 533.3 meters from the end of runway 02, and the second obstacle is about 500 feet above runway elevation 1.262,9 meters from the end of runway 02. Runway slope inclination is 3% from direction of runway 02.
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occupied by 2 people had to be cramped up to 4 people, causing most of the passengers to not wear their seatbelts. These, causing the high number of injuries. During the initial climb, the aircraft didn't gain height and subsequently crashed. Survivors blamed overloading for the cause of the accident. An analysis on the weight and balance of Flight 3130 was conducted. Dirgantara Air
Service's
338:
are common and that he has done this before; however, he did mention the price. Captain Abdul and his chief pilot stated that such practices are often carried out along with their colleagues to get extra money to compensate their lower salary compared to the skill and service they have to provide the company assignment.
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not make the decision to add the number of flights. The local government, as the sponsor, is the one that has the authority to decide. The high demand and low supply raise the potency of bribery. Without strong supervision, the airline employee or authority may take bribe from passengers who do not want to wait in line.
244:, it had accrued a total cycle of 22.336 hours. It had one crew seat and a total of 9 passenger seats. It had an airworthiness certificate published on 27 September 2000. All passengers and crew on board were Indonesian citizen. The one and only crew, Captain Abdul Hayi, had accrued a total flying hours of 7.560
341:
Although
Dirgantara Air Service did issue notices to all personnel and staff about the consequences of such in-disciplinary action, Dirgantara Air Service never implemented such control. This lack of control suggested that the personnel who are involved in such practices have built a belief that this
274:
Investigators inspected the wreckage of Flight 3130 and found that there was not a single indication of a rotation on the propeller during the crash. Further inspection on the wreckage revealed that the propeller, mixture and throttle levers were all the way back. This indicated that the engine might
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The NTSC concluded the final report and the cause of the crash. The crash was caused by
Captain Abdul's wrong perception while taking off. He thought that with a higher velocity, he would achieve the optimum takeoff performance, while doing so would only get the aircraft nearer to the obstacle. This
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The practice mentioned above become a safety hazard when the crews, lured by the amount of money they will get, and knowing that there will be no adverse consequences on them, started to neglect the operating limits of the aircraft. All of these can be classified as criminal acts, and a disregard of
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The passengers reported that
Captain Abdul made a deal for the sale of seats to the last two passengers for Rp 60,000 and Rp 1 million (the actual ticket price is Rp 68,000). The passengers agreed to pay the prices so that they could be included in the flight. Captain Abdul confirmed that such deals
329:
The investigation found that the crew of Dirgantara Air Service has never filled out a flight clearance for all its operations from Samarinda. This is a violation of the Civil Aviation Safety Regulations (CASR). The airport briefing office should sign the flight clearance and therefore supervise the
227:
A search and rescue party was quickly assembled by Datah Dawai Airport authorities shortly after the crash. The wreckage was eventually found 2 kilometers from the airport. All 18 people on board, including 2 infants and a 5-month pregnant woman, were injured with 11 of them were seriously hurt. The
223:
The Britten Norman Islander took off at 10:51 local time, carrying a total of 17 passengers, including 2 infants and a 5-month-pregnant woman, and 1 crew member on board. Shortly after takeoff, the airport radio operator noticed that the aircraft disappeared behind the forest. The aircraft contacted
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The aerodrome is owned by the local government and used for pioneer flight operations. The coordinates are 00 47 North, 114 34 East. The elevation is not officially published, only measured from the aircraft altimeter, which is about 650 ft above sea level. The runway designation is 02 and 20.
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Since the pioneer flight operation is subsidized by the local government, there are some issues related to the funding, the operator has to compensate by selling the ticket at very low price so that common people can afford to fly. This made the passenger demand very high. However, the airline can
325:
Dirgantara Air Service claimed that there were only 9 passengers aboard the plane. Examination of the load manifest and passenger tickets, along with interviews with the passengers, showed that only 12 of the 18 passengers have valid tickets. Passengers' weight were not measured correctly at Datah
316:
For a Datah Dawai departure, the first flight segment covers a 1,600 ft range, and the aircraft should have gained 200 ft altitude from runway. The flight, however, did only reach an altitude of 150 ft from the runway elevation at a range of 6.000 ft. This evidence proved that
252:
aircraft. It has an apron, taxiway, but a tower building is not available since the aerodrome is a non-controlled aerodrome. The runway is not equipped with landing direction indicators and, due to local prevailing surface winds at most of the time, the preferred takeoff and landing direction is
295:
stated that the maximum takeoff payload from Datah Dawai was limited to 496 kilograms, while the actual takeoff payload was 913.5 kg, exceeding the company standards by 417.5 kg, or by 84% of the allowed payload weight. Britten Norman issued the maximum takeoff weight (for Datah Dawai
290:
Investigators interviewed the survivors. Based on survivors' statements, they claimed that the aircraft was handling more passengers than usual. The usual number of passengers was 9, as the maximum number of passenger seats are 9. While at the time, it reached 17. A row of seat that usually was
299:
Calculation of the flight performance indicated that with a reported 6.007 lbs aircraft weight (allowable for Datah Dawai according to the airline's SOP) and two engines operation, the aircraft could climb as high as 200 ft height from the runway elevation at 533.3 meter range (first
286:
The propellers didn't have any indications of an engine fire. The propellers were found in fine pitch and unfeathered position, which indicating an improper engine shutdown procedure. The wreckage indicated that the propeller levers position was not caused by the impact. All the levers on the
199:
sheared tree tops and crashed onto the forest near the airport shortly after takeoff. Search and rescue team immediately found the wreckage of Flight 3130 and the survivors. No one was killed in the crash, but all 18 people on board were injured in the crash; 11 of them were seriously hurt.
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Dawai. The fact that Captain Abdul or the ground crew didn't object with the possible overloading indicates that there was a common practice or understanding on making extra-illegal profits from this practice. Most probably, such practice has been done before.
308:
The aircraft performed a takeoff with dual engine operations and rotated at a speed of 70 knots. Based on interviews, the moment the aircraft took off from Datah Dawai, the aircraft seems to not have gained any height, whether from
584:
275:
have not running at the time of the crash. The engine could have been shut down by Captain Abdul. There are three possibilities that caused the shutdown; those are engine fire, engine failure, or an emergency procedure.
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215:). The wrong perception by the pilot, added with the plane overloading that was caused by bribery, subsequently causing the plane to crash. The airline ceased operations in 2009 and officially went bankrupt in 2013.
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The length of the runway is 750 meter with width of 23 meter. A stopway of 30 meter is provided for runway 02. The runway surface is asphalt and its strength can accommodate up to
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1126:"*" denotes an incident that took place in either the Dutch East Indies or Netherlands New Guinea
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Aviation accidents and incidents in Indonesia, the Dutch East Indies, and Netherlands New Guinea
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from Datah Dawai Airport, Malinau Regency, East Kalimantan to its provincial capital's airport,
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520:"Registration Details For PK-VIY (Dirgantara Air Services) BN-2A Islander-2B-21 – PlaneLogger"
425:"ASN Aircraft accident Pilatus Britten-Norman BN-2B Islander PK-VIY Datah Dawai Airport (DTD)"
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131:
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Near Datah Dawai Airport, Long Panhangai District, Malinau Regency, East Kalimantan, Indonesia
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Wreckage of PK-VIY after the crash. The severely crushed fuselage could be seen in the photo.
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195:, Samarinda, East Kalimantan. On 18 November 2000, the aircraft conducting the flight, a
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unauthorized practice was actually rewarding and at any opportunity would repeat.
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An Indonesian registered Britten Norman Islander, similar to the crashed aircraft
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207:, concluded that the crash was caused due to multiple factors, which were
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Accidents and incidents involving the Britten-Norman Islander
240:, registered in Indonesia as PK-VIY. Manufactured in 1981 in
146:
17 (including 2 infants and a five-month pregnant woman)
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The lever setting found by investigators on Flight 3130
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Airliner accidents and incidents caused by pilot error
187:
was a scheduled domestic passenger flight operated by
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Dirgantara Air Service Flight 3130 (DIR3130/AW3130)
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211:, overloading, and lack of safety in the airport (
1534:Aviation accidents and incidents in Indonesia
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578:
8:
21:
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571:
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27:
20:
376:'s history that was caused by overloading
236:The aircraft involved in the crash was a
1529:Aviation accidents and incidents in 2000
1079:Indonesian Police PZL M28 Skytruck crash
1039:Sumatra Indonesian Air Force C-130 crash
761:Jakarta Indonesian Air Force C-130 crash
205:National Transportation Safety Committee
948:Merpati Nusantara Airlines Flight 9760D
478:
476:
474:
472:
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62:Loss of control due to overloading and
1023:Merpati Nusantara Airlines Flight 6517
983:Merpati Nusantara Airlines Flight 8968
777:Merpati Nusantara Airlines Flight 5601
1290:Pennsylvania BAe Jetstream 3101 crash
1007:Indonesian Air Force Fokker F27 crash
967:Merpati Nusantara Airlines Flight 836
916:Indonesian Air Force Fokker F27 crash
801:Merpati Nusantara Airlines Flight 106
785:Merpati Nusantara Airlines Flight 724
453:. news.liputan6.com. 20 November 2000
7:
924:Aviastar British Aerospace 146 crash
718:Garuda Indonesian Airways Flight 206
702:Garuda Indonesian Airways Flight 150
665:Garuda Indonesian Airways Flight 708
657:Garuda Indonesian Airways Flight 542
649:Garuda Indonesian Airways Flight 424
1430:Australia Beechcraft King Air crash
686:Indian Ocean Vickers Viscount crash
401:. knkt.dephub.go.id. Archived from
203:The final report, published by the
1470:Dirgantara Air Service Flight 3130
1250:Emery Worldwide Airlines Flight 17
844:Dirgantara Air Service Flight 3130
793:Dirgantara Air Service Flight 5940
447:"Lagi, Pesawat Jatuh di Indonesia"
22:Dirgantara Air Service Flight 3130
14:
1544:November 2000 events in Indonesia
999:Mount Salak Sukhoi Superjet crash
1166:Aviation accidents and incidents
1087:Indonesian Air Force C-130 crash
932:Indonesian Air Force L-100 crash
617:RAAF Douglas C-47 disappearance
1410:Southwest Airlines Flight 1763
1300:Philippine Airlines Flight 812
1260:Southwest Airlines Flight 1455
991:Nusantara Buana Air Flight 823
1:
1450:Singapore Airlines Flight 006
1031:Indonesia AirAsia Flight 8501
609:Qantas Short Empire shootdown
293:Standard Operating Procedures
1370:Marlborough helicopter crash
726:1982 Garuda Fokker F28 crash
710:1979 Garuda Fokker F28 crash
238:Britten Norman Islander BN-2
197:Britten Norman Islander BN-2
87:Britten Norman BN-2 Islander
1539:2000 disasters in Indonesia
1490:British Airways Flight 2069
1310:Whyalla Airlines Flight 904
1200:Marsa Brega Short 360 crash
900:Garuda Indonesia Flight 200
876:Mandala Airlines Flight 091
852:Garuda Indonesia Flight 421
817:Garuda Indonesia Flight 152
769:Mandala Airlines Flight 660
742:Garuda Indonesia Flight 035
193:Samarinda Temindung Airport
132:Samarinda Temindung Airport
1570:
1390:Royal Nepal Airlines crash
1280:Air Philippines Flight 541
1220:Alaska Airlines Flight 261
1071:Alfa Indonesia DHC-4 crash
868:Nias Island Sea King crash
734:British Airways Flight 009
545:"Bandar Udara Datah Dawai"
47:18 November 2000
1499:
1400:Skerjafjörður plane crash
1320:Wuhan Airlines Flight 343
1181:
1124:
547:. Dephub.kaltimprov.go.id
26:
1360:Alliance Air Flight 7412
1230:Tehran airport collision
1210:Kenya Airways Flight 431
1114:Sriwijaya Air Flight 182
908:Sriwijaya Air Flight 062
304:Flight sequence analysis
1440:Lao Aviation Flight 703
1350:Hapag-Lloyd Flight 3378
365:Air Midwest Flight 5481
1460:ASA Pesada An-24 crash
1380:Air France Flight 4590
1340:Aerocaribe Flight 7831
1240:Zion mid-air collision
1047:Trigana Air Flight 267
809:Sempati Air Flight 304
283:
271:
189:Dirgantara Air Service
97:Dirgantara Air Service
1063:Batik Air Flight 7703
940:Mimika Air Flight 514
484:"PK-VIY Final Report"
427:. aviation-safety.net
372:, deadliest crash in
281:
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1055:Aviastar Flight 7503
633:Air India Flight 300
1508:► 2001
1502:1999 ◄
1420:Gulf Air Flight 072
1190:Crossair Flight 498
1095:Lion Air Flight 610
1015:Lion Air Flight 904
892:Adam Air Flight 172
884:Adam Air Flight 574
860:Lion Air Flight 538
500:on 18 November 2022
262:Initial examination
121:Mahakam Ulu Regency
117:Datah Dawai Airport
23:
1505:
825:SilkAir Flight 185
405:on 7 February 2023
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83:Aircraft type
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1480:Sabena Flight 877
1270:Marana V-22 crash
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694:Pan Am Flight 812
491:Knkt.dephub.go.id
451:News.liputan6.com
399:Knkt.dephub.go.id
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1116:(January 2021)
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1097:(October 2018)
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1073:(October 2016)
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1057:(October 2015)
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886:(January 2007)
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738:
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651:(January 1961)
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641:KLM Flight 844
637:
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370:UTA Flight 141
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242:United Kingdom
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1049:(August 2015)
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950:(August 2009)
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910:(August 2008)
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625:Dakota VT-CLA
622:
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583:
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257:Investigation
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113:Flight origin
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68:
65:
61:
57:
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37:
30:
25:
19:
1516:
1469:
1065:(April 2016)
1017:(April 2013)
969:(April 2010)
942:(April 2009)
926:(April 2009)
918:(April 2009)
902:(March 2007)
870:(April 2005)
843:
803:(April 1997)
744:(April 1987)
728:(March 1982)
720:(March 1981)
696:(April 1974)
643:(July 1957)*
635:(April 1955)
627:(July 1947)*
551:16 September
549:. Retrieved
539:
529:11 September
527:. Retrieved
523:
514:
504:11 September
502:. Retrieved
495:the original
490:
457:11 September
455:. Retrieved
450:
441:
431:11 September
429:. Retrieved
419:
409:11 September
407:. Retrieved
403:the original
398:
389:
353:
344:
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315:
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202:
184:
183:
104:Registration
18:
1041:(June 2015)
1025:(June 2013)
1009:(June 2012)
811:(July 1997)
787:(July 1993)
771:(July 1992)
736:(June 1982)
712:(July 1979)
321:Criminality
209:pilot error
138:, Indonesia
128:Destination
123:, Indonesia
64:pilot error
1523:Categories
1001:(May 2012)
985:(May 2011)
934:(May 2009)
395:"DATABASE"
381:References
350:Conclusion
232:Background
159:Fatalities
143:Passengers
51:2000-11-18
311:downdraft
175:Survivors
136:Samarinda
359:See also
346:safety.
250:CASA 212
219:Accident
167:Injuries
93:Operator
78:Aircraft
39:Accident
1170: (
1168:in 2000
213:bribery
59:Summary
49: (
1486:Dec 29
1466:Nov 18
1456:Nov 15
1446:Oct 31
1436:Oct 19
1416:Aug 23
1406:Aug 11
1386:Jul 27
1376:Jul 25
1366:Jul 24
1356:Jul 17
1346:Jul 12
1316:Jun 22
1306:May 31
1296:May 25
1286:May 21
1276:Apr 19
1246:Feb 16
1216:Jan 31
1206:Jan 30
1196:Jan 13
1186:Jan 10
676:1970s-
599:1940s-
108:PK-VIY
1476:Dec 4
1426:Sep 4
1396:Aug 7
1336:Jul 8
1326:Jul 4
1266:Apr 8
1256:Mar 5
1236:Feb 8
1226:Feb 2
1106:2020s
959:2010s
836:2000s
753:1990s
678:1980s
601:1960s
498:(PDF)
487:(PDF)
374:Benin
1172:2000
553:2016
531:2016
506:2016
459:2016
433:2016
411:2016
151:Crew
70:Site
44:Date
1525::
522:.
489:.
467:^
449:.
397:.
178:18
170:18
134:,
119:,
1174:)
1157:e
1150:t
1143:v
586:e
579:t
572:v
555:.
533:.
508:.
461:.
435:.
413:.
162:0
154:1
53:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.